Before You Dyno a Whipple Tune Car

[stang17]

I purchased the HP tuners cable and credits last week and had the car tuned for the headers and cat deletes.

Baseline Whipple tune with the 3.625 pulley made 710 hp and 552 ft lbs.

With simply turning off the safety features from the Whipple Flare program, we made 786 hp and 592 ft lbs and picked up and extra 2 lbs of boost. (Whipple overload limiting only allows 45% throttle. When this is turned off it goes to 85% throttle.)

My tuner didn't even have to do much with the Whipple tune other than tweak some drivability stuff such as power enrichment and torque tables.

HP tuners also allows you to view knock by individual cylinder, which is nice!

Data log showed zero knock, 18-19 degrees timing with the Whipple tune wanting to add 1 to 2 degrees more. Tuner advised we could safely make another 30 to 50 hp more, but I felt no need to push it further as it is my daily and rides on streets tires.

Sunoco 93 octane.

I'd recommend using HP tuners as you can tweak the base Whipple file and then retain the ability to use the flare settings as needed (I.E. power by gear etc.)

Sponsored

 

[F1scamp]

What safety features did you turn off?

 

[Angry50]

isnt that 85 degrees? yes id be curious to know what safety features whipple had in place

 

[stang17]

Within the guardian/ Flare program we turned off CHT limiting, FRP limiting, knock limit (whipple advises to have this turned off anyway), INJ DC limiting, and Overload limiting.

If I was road racing the car, I'd probably flip them back on. I don't see the necessity of having them turned on otherwise for causal daily driving and an occasional 1/4 mile run here or there.

I'll leave octane adjust on once the weather gets cooler and stations introduce the winter blend back.


CHT Limiting[FONT=Tahoma,Tahoma][FONT=Tahoma,Tahoma]: The Cylinder Head Limiting temperature limiting feature is for applications intended for racing in control events. This will reduce the amount of added safety based off of the factory Cylinder Head Temp. This reduces spark advance to add safety when racing and coolant temps are not maintained. All knock sensor and other safety features are still on.
[/FONT][/FONT]FRP Limiting[FONT=Tahoma,Tahoma][FONT=Tahoma,Tahoma]: The factory fuel system does not include a fuel pressure sensor. Whipple Superchargers offers a fuel rail pressure sensor to add increased safety for systems where the stock fuel system may reach its limit. The FRP limit will adapt before the fuel trims so the predictions will be more accurate for fuel pressure falling. The FRP limit will also cut power when the fuel system reaches a critical supply level. This system only works when the FRP sensor is installed and wired. This can be left on or toggled off, it will not change until the sensor is installed.
[/FONT][/FONT]Knock Limit[FONT=Tahoma,Tahoma][FONT=Tahoma,Tahoma]: This feature is defaulted on and works off the factory knock sensors. It constantly monitors knock events, in cases where you have poor gas or another issue and the knock sensor activity becomes too active, the knock limit reduces power output (cylinder pressure) by holding the throttle back until the knock activity has reduced for a calibrated time. When this featured is toggled [/FONT][/FONT]OFF[FONT=Tahoma,Tahoma][FONT=Tahoma,Tahoma], the system will work as normal where the knock sensor is active for advancing/retarding. [/FONT][/FONT]INJ DC Limiting[FONT=Tahoma,Tahoma][FONT=Tahoma,Tahoma]: This feature allows the customer to toggle the pre-defined "MAX" fuel injector duty cycle limit in applications where the fuel injector may be prematurely clipping the targeted power level. This should only be toggled off in a race application after discussing with Whipple.
[/FONT][/FONT]Overload Limiting[FONT=Tahoma,Tahoma][FONT=Tahoma,Tahoma]: This feature consistently monitors airflow vs its torque output and consistently adapts to the environment. When a customer changes the pulley that can exceed the fuel and air calibration, the PCM recognizes the changes and limits the capacity.
[/FONT][/FONT]

 

[F1scamp]

Ever run the 1/4 mile? Curious what mph you get, those numbers are really high for that pulley and octane.

 

[venumous]

Maybe I can make 900whp on this dyno..

 

[stang17]

I haven't taken it to the track yet as up until last week I was still on the stock half shafts and GMAX all season tires.

I went ahead and had DSS 800 half shafts installed Wednesday and will report back once I make it to the track.

Just closed on a house over the weekend so my car modding budget has been severely reduced. I doubt I'll be able to purchase a set of drag rims and tires so I'll just be running my all seasons. I'm anticipating a 11 second run on the street tires with a MPH indicative of low to mid 10's potential.

 

[stang17]

Maybe I can make 900whp on this dyno..

You should go and find out.

http://www.evans-tuning.com/

August 2016 with 1,000 miles on the car, 93 octane, 3.75 pulley, only performance mod was the cat back at that time ....723 hp and 559 ft lbs. Whipple advertised 718/542 from their dynojet. Pretty close in my opinion.

Perhaps more people with Whipple set ups and Whipple tune need to test this for themselves when they dyno. Make a pull, let it cool down, go into Flare and turn the settings off, then do another pull and see what happens.

I'll upload the video and graphs when I get home from work today.

I will also upload the data log file in HP Tuners format from the dyno pull.

 

[F1scamp]

At 786whp it should be around 139mph, which should get you kicked off the track in short order, lol. Good luck and let us know how you do!

 

[Tommy V]

Damm why is my car making such shitty hp,even on e85!!!!

 

[gqneon]

I'll say this - I've dyno'd my car a few times and with a Whipple Stage 2 / Gen 2 with 3.625" - whipple tune at 7200 rpm, it put 660/521 at the tires through the automatic trans. I let HPP turn up the rpm on their tune and it put 700/521 at the tires.

Then I did headers (catted) and made the switch to E85 with Lund tuning (same pulley) and it made 756/560 at the tires at about 7400 rpm. This is all Gen 2 blower stuff even though I have a new in box gen 3 in the garage.

What I will say - power wise - the Whipple tune was fantastic. I did a log with 20 degree weather one day and it was commanding and getting 21 degrees of timing advance under boost. WAY too high for pump gas but it was RIPPING it since I guess the temps made knock a non-issue.

It was fast with Whipple's cal. Can you do better? Sure. But it really was impressive. I think if I would have run Whipple's calibration to 7800 instead of 7200 it was probably 680 or 700 horses like HPP's run was. Just my 2 cents.

And at 756/560 on E85, I was consistently cutting 10.50's @ 135/6 mph on a stock converter. I think the real test of anything is always the time slips, also.

Now I'm at the point of either bullet proofing the motor and trans or moving on to a new project.

 

[stang17]

I'm having a hell of a time editing the video from my LG V30 of the dyno pull to fit the upload requirements.

I'm trying to attach the data log file of the dyno run, but it says .hpl files are an invalid format.

Any pointers on what I need to do to get these shared for you guys.

 

[stang17]

Before and after pulls from Whipple Guardian settings on and off.

 

[stang17]

Dynapacks

 

[Sighlense]

Big difference. I wonder if Lund would be up for turning them off.

Sponsored